Block-signal system for railways.



J. T. WEST. BLOCK SIGNAL SYSTEM FOR RAILWAYS. APPLIOATION FILED HAR.'25, 1908.

Patented Oct. 6, 1908.

3 SHEETS-SHEET 1.

J. T. WEST. I BLOGK SIGNAL SYSTEMIOR RAILWAYS.

APPLICATION FILED MAR. 25, 1908.

Patented Oct. 6, 1908. 3 SHEETS-SHEET 2.

W/ &\

I 1120612 for (7&77186 T506623 I J. T. WEST. BLOGK SIGNAL SYSTEM FOR RAILWAYS. APPLICATION FILED MAR. 25, 1908.

900,456 Patented Oct. 6, 1908.

3 SHEETS-SHEET a.

PATENT OFFICE.

'JAMES T. WEST, OF ROCKINGHAM, NORTH CAROLINA.

BLOCK-SIGNAL SYSTEM FOR RAILWAYS.

No. 900,45e.

Specification of Letters Patent. i

Patented Oct. c, 1908.

Application filed March 25, 1908. Serial No. 423,178.

To 'all whom it may concern: I

Be it known that I, JAMES T. WEs'r,a citizen of the United States, residing at Rockingham, in the county of Richmond and State of North Carolina, have invented'new and useful Im rovements in Block-Signal Systems for-Ral ways, of which the following is a specification.

My present invention-relates to improvements 1n signaling apparatus and more especially to the class ada tedfor use on railways for preventing collislons between trains or other moving vehicles and has for its object primarily to provide an improved system of this character, whereby head-on collisions between trains moving in opposite directions or rear-end collisions between trains moving in the same direction are prevented. Another object of the invention is to provide a system ofv this character wherein the track is divided into block sections of appropriate length, and the locomotives or other vehicles traveling thereon are provided with signal devices which are connected in circuit with the block sections of the track, the si naling devices on one locomotive or vehic e.

being set according to the (movements ,of

another locomotive or vehicle which may be moving either in thes'ame or an, o posite direction, the signaling device on eac locomotive indicating to the engineer the relative proximity of the trains so that when one train enters thedanger zone of another train,

the signaling device on'such train or trains will indicate such factand the necessary precautions may be taken to avoid a collis1on.

A-further object of the invention is to rovide automatically operating-{devices w ich are arranged in the road bed for properly setting the circuits on the respective trams in order to insure the roper' operation of the respective signaling d evices thereon.

Tothese and other ends the invention con .sists in certain improvements and combinations and arrangements of parts, all as will be hereinafter more'fullydescribed, the novel features being pointed out'particularly in the claims at theend of the specification.

; Y In the accompanying drawings :-Figur e 1 is a diagrammaticview of a section of a railroad divided into block sections and representing the signaling devices-carried upon two of the trains. Figs. 2' and 2 are detail views of a circuit controlling or polechanging device." 3 represents a transverse section of suc pole changing device. Fig. 4 I

represents a longitudinal section of the circuit controller orpole changing device showing the actuating device therefor in 006perative relation therewith. Fig. 5 represents a longitudinal section, and Fig. 6 is a plan view of. the actuating device for the pole changer. Fig. 7 is a detail view of the actuating mechanism for one of the visual indicators. Fig. 8 re resents-a section of one of the conductor ra' s showing the contact shoe in position on one of theinsulated sections thereof, and Fig. 9 is a dia rammatic view showing a safety device app ied to a switch or side track. Similar-parts are designated by the same referenoe'characters in the several views. Signaling systems embodying my'invention are capable of being used in connection ."with steam or electric railways of various kinds,'and it may be used either on single track roads where the trains move in both directions on the same track or on a double track road where the trains move in one direction only on each track. In the present instance the system is shown in connection with a single track road wherein the trains travel in both directions on'the same track.

system embodying my present invention,

the usual rails over which the wheels of the vehicles pass are divided into blocksections 1 and 2, these sections being of an appropriate length and electrically insulated from one another. Theblock sections 1 are connected by wires 3 and 4 which extend alon the track and connect the alternate ins block sections, and the block sections 2 of the opposite rail are similarly connected by .the'wires' 5 and 6. In each case the sectio connected by-the wires 3 and ,5 are insulate from those sections which are connected by the wires 4 and 6 res ectively and viceversa. Extending para el to the road bed are arranged a'pair of conducting rails 7 and 8, which'provide a ,si aling circuit for the signals carried by the 'ocomotive. venience it is preferable to arrange these conductingfrails between the traffic rails, and eachv'ehicle is equipped with a pair of contact shoes which travel over the respective contact rails,- At the end of each block section and at the beginning of each adjacent block ated For con-.

section, both contact rails are provided with and while such shoes are passing over these insulated sections the signaling circuits on the respective vehicles are broken, such cirthe left, a similar pair of insulated sections 12 is shown. At the end of the third block, two pairs of insulated sections 13 and 14 are provided in the conductin rails, and at the beginning of the fourth b 001: from the left I similar pairs of insulated sections 15 and 16 20 are shown. In order that the engineer on one train may ascertain the exact position of a second train, it is preferable to vary the number of insulated sections so that a different number of impulses will be transmit ted to the signaling device each time the train passes out of one block and enters another lock, and in the present instance I contemplate increasing the number of such insulated sections progressively from one end of the road section toward the other.

In those cases where a train is to be protected both from trains approachin in an opposite direction as well as those trave ing in the same direction and approaching the front or rear thereof, such train, preferably the locomotive, is equipped with a pair of signaling circuits, each of such circuits having suitable signaling devices arranged in the cab of the locomotive for indicating the approach of a train from the front or rear respectively. In the present instance each tram is equipped with two si naling circuits 17 and 18 which are practically duplicates and provided with batteries or other appropriate source of current supply 19 and 20. Tele hones 21 and 22 are connected in each of t ese signaling circuits, whereby the engineer on the respective train may be put in audible communication with another train approaching the front or rear, and in addition to these telephones, it is preferable to equi each signalmg circuit with the signaling evices 23 and 24 which serve to indicate visually the exact position occu ied by the second train. The

terminals of t e circuit 17 are connected to a pair of contact shoes 25 and 26 which travel res ectively on one of the traffic rail sections ,an one of the conductin rails, and this circuit is provided with a pole changer 27 which serves to reverse the polarity of the contact shoe with respect to the battery and signaling devices 0 such circuit. The other circult 18 carried by the same vehicle has its terminals connected to a air of contact shoes 28 and 29 which trave respectively on the remaining conducting rail and traliic rail sections as shown in Fig. 1. The circuit 18 is also provided with a pole changer 30 by means of which the polarity of the res ective shoes 28 and 29 may be reversed. T 1e pole changers employed in these two circuits may be of any ap ropriate construction, and they are prefera y arranged equidistantly upon the under side of the frame-work of the locomotive or other vehicle. These pole changers in the present instance are duplicates, each being mounted upon a shoe 31, having its opposite ends beveled as shown and provided with a chamber 32 within which the o erating mechanism of the switch is inc osed. The contacts and switch mechanism are secured to a plate 33 preferably of insulating material which fits into a recess formed at the top of the shoe 31 and is secured or otherwise fastened in place so as to close the chamber 32 therein. The switch shown in the resent instance comprises a pair of pivoted blades 34 mounted on the insulating plate at 35 and are connected for simultaneous movement by means of a link 36. Those terminals of the respective signalin circuits which are connected to the-contact s ioes lead to the binding posts 37 and 38, the post 37 being connected to the contact points 39 and 40 of the switch, while the post 38 is connected to the two adjacent contact points 41 and 42. That side of the respective signaling circuit which contains the battery and the signaling devices has its terminals connected to binding posts 43 and 44, the post 43 leading to the contact points 45 and 46, while the post 44 is connected to the contact points 47 and 48. Obviously a shifting movement of the switch blades by a reciprocation of the link 36 will alternately reverse the polarity of the contact shoes which are electrically connected to the posts 37 and 38. The switch mechanism ust described is mounted on the under side of the insulated plate 33, and the link 36 is provided with an operating pin 49 which is adapted to cooperate with a slot 50 formed in an operating lever 51. The latter is pivoted at 52 and cooperates at its free end with a pair of pins 53 which project upwardly from a transversely movable member 54 which is guided to operate within the shoe 31 and has an operating projection 55 which extends downwardly through a slot 56 in the bottom of said shoe so as to be engaged and operated by suitable track devices.

According to the diagram shown in Fig. 1,

the circuit 17 serves to indicate the movement of a second train approaching from the front of the train carrying the signaling devices, while the circuit 18 serves to indicate the position of another train on the same track and moving in the same direction. In case two or more trains leave the same station moving in the same direction, it is necessary to alternately reverse the polarity of the instance comprisinga cam-shaped lever 57 which is pivoted upon a plate or other stationary sup ort 58 at a point at one side of the s ace 'etween the rails. This "camshape lever is pivoted to the plate at 59 and has a pointed end60 with inclined surfaces Fig. 6.

these two positions b retain the locking The treadle 66 is 0 leading alon the opposite sides thereof, the inclined sur ace 61 serving to deflect the switch operating projection 55 in one direc-.':

tion when the cam-sha ed lever occupies the position shown in full hnes in Fig. 6, and the inclined surface 62 formed on said lever at the opposite side of the pivot 59 serves to return t e cam-shaped lever to the position shown by the full. lines in Fig. 6 should the switch operating projection 55 encounter such lever while it occupies the position shown by the dotted lines in this figure. This cam-shaped lever is locked in either of means of a pin 63 which extends throug plate, 58 and cooperates witheither of the two a ertures 64 or 65 formed in the camsha e lever, and this pin is depressed so'as to isengage' from either of these two apertures by means of a treadle or plunger 66 which ridesupon the under side of the shoe 31, a spring 67 co6perating with the under side of this treadle andserving to normally pin, in locked position. cated at such adistance from the end 60 of the cam-sha ed lever in proportion to the length of the s oe 31 that the treadle 66 will be depressed to unlock the cam-shaped lever .a moment before the switch operating projection 55 reaches the inclined surface 62 on such lever so that while the switch operating pinis traversing this inclined surface, the lever 57 may be turned into the osition shown by the full lines in is preferably beveled or pointed in order that switch operating pins carried by locomotives which are backing into position will pass this lever without damage. approaches the end 60 of the switch throwing lever, the projection; 55 thereon deflected into the osition shown by the'dotted circle at;55- in ig. 6, this result being accomplished by means of a deflector 69 mounted in the track immediately in advance of the end 60 of the switch throwing lever, this deflector being preferably pivoted at 7.0 and provided with a spring 71 which normally returns it to proper position. By pivoting thisdeflector, the latter may be temporarily displaced by the-switch operating projection-one, locog motive which is hacking into position. The visual indicators carried by each locomotive an aperture in the.

he end 6830f the cam-shaped lever As each locomotive dicator shown in Fig. 7 comprising a dial 72 suitably graduated with a scale of numerals or other indicia with which coeperates a pointer 73, the latter being mounted on a shaft carrying a ratchet wheel 7 4.. This ratchet wheel is provided with teeth corresponding in number to the graduations on the dial, and a pawl 75 coeperates'successively with the said teeth to progressively advance the hand or pointer. This pawl is mounted on a lever 76 which is pivoted at 77 and provided with an armature 78 which coeperates with a magnet 79, the awl being retracted after each attraction y the magnet by means of a spring 80 and retrograde movement-of the ratchet wheel is prevented by a second pawl 81 The magnet 79 of each indicator is connected in its respective signaling circuit 17 or 18 so that each impulse through said circuit will cause its respective pointer to be advanced around, the dial.

In equipping railroads whereinthe trains move in both direction'son the same track, a switch throwing device for controlling the electric circuits on each train is located at each station or starting point, the purpose of this'device being to insure the properpolan ity of the batteries carried by two trains approaching one another while moving in opposite directions. In Fig. 1 aguard or deflector 82 is arranged between the traflic rails and at a point 0 posite to the deflector or guard. 69, each 0 these guards or deflectors 82 being pivoted at 83 and provided with a spring 84 which normally tends to move the free ends thereof toward the center of the track. Trains moving from the right hand end of the track toward the left in-Fig. 1 will be encountered by an .inclined guard, the switch actuating rojection on the pole changer 27- being t rown into the position shown by the circle 55, the pole changer 27 being thereby set into the position shown in this figure. The guard or deflector 82 at the opposite end of the track or at the next station is inclined in reverse relation to the guard 82, and a train approaching the guard 82 from the left encounter this guard and the switch actuating projection for the ole changer 27 on this train will be moved mto the position shown at 55 the pole changer I 27 on that train being set in the position shown in this figure;

Inorder to prevent accidents or wrecks at o enswitches, asafety arrangement such-as v extend a suitable distance beside the rails of this section, these conducting rails being electrically connected by. the wire 87. The switch point is electrically connected to the wire 89 and is' provided with a circuit closing to and movable with theswitch point and the other terminal is connected to one of the conducting rails 8. When the switch point is moved into an open position, the terminals of the circuit closing device Will cooperate to short-circuit the conducting rail 8 and the adjacent rails 85 and 86, one of the signaling circuits on an approaching train being thereby closed in the same manner as would be the case should a train be standing at this 7 point on the track.

Assuming that one train stands at the right hand end of the track which represents a station in Fig. 1 and that a train starts from the stationv at the left hand end of this figure and moves toward the right; in this instance the guard 82 will cooperate with the switch actuating projection on the pole changer 27 of this tram and set the pole changerm the position shown at the left hand end of Fig. 1. The switch operating pro'ection on a train standing at the right han end of this figure will be acted on by the guard 82 to set the pole changer 27 on this train in the position shown at the right hand end of this figure. A circuit will thus be established between the signaling circuits 17 on both trains, the current starting from the batte of the circuits 17 shown at the left hand si e of this figure,

- thence passing through the telephone 21,

through the magnet 79 of the signaling device 24 through one blade of the pole changer switch to the contact shoe 25, thence through the traffic rail sections 1 to the corresp ondin shoe 25 on the train standing at the left han end of the track, the current then entering at one terminal of the circuit 17 on this train passing through one blade of the pole changer switch, thence throu h the battery 19, telephone 21, signaling evice 23, through the other blade of the pole changer, thence to the contact shoe 26. The current is taken up from this shoe by the conductor rail 7 and traversing the latter toward the left this current is taken up by the contact shoe 26 on the train standing at the left, and from this shoe the current passes through the circuit to one of the blades of the pole changer 27 and from the latter to the return pole of the battery 19, the circuit being thus com lete through the signaling circuits 17 on hot trains. As the train at the left hand end of the track shown in this figure moves towards the r ht, the

insulated sections the current'through the signaling circuits 17 will be momentarily in- .terrupted and reestablished a number of times, determined according to the number of insulated sections which are inserted in the conductor ,rail. These insulated sections in the conductor rail cause a predetermined number of impulses over the signaling circuits which cause the hands or pointers on the indicators 23 to move (progressively about their respective dials, an the en ineer on the train standing at the left hanc end of the track in Fig. 1 can ascertain the location of the approaching train by reference to the scale upon his respective dial 23. Of course in case the train represented at the left hand end of the track in Fig. 1 is stationary and the train at the right hand end of this fi ure is moving toward the left, a corres on ing series of signals will be transmitte by the moving train and will be indicated on the si naling device 23 carried by the train at the left hand side of the figure, and either before the starting of one or both trains or after the starting thereof, the engineers on the two trains may communicate with one another by means of the telephones 21 which are connected in the respective signaling circuits 17, and if so desired the bells of these telephones may be utilized to give an audible signal in addition to the visual signal which is given by the indicators 23.

In those cases where one train follows another, both moving in the same direction on the same track, the indicators 24 on the respective trainsare utilized to indicate the relative positions of the trains. Assumin a train leaves from the station shown at t e right hand end -:of 1 and moves toward the leftand that the switch throwing lever 57 occupies the position shown at the 'r' ht hand end of Fig. 1; as the train approac es this switch throwing lever, the guard or deflector 69 which is arranged in advance of this switch throwing lever will engage the projection 55 on the pole changer at this side of the locomotive moving inwardl or towards the center of the track. his projection will then be in line with the inclmed surface 61 on the switch throwin lever, and this projection will ride upon t 's inclined surface and will thereby be moved outwardly or toward the adjacent rail, the pin 63 retaining the lever 57 in locked position'while this projection travels as far as the center of this lever. When the projection reaches this position, however, the treadlefifi willbe depressed by the shoe 31 on the locomotive, thereby causing the lever 57 to be unlocked and the projection 55 on the pole chan er will then travel in a direction parallel to t e track, thus causing the lever 57 to swing into the osition shown b the dotted lines in 6, he moment t e shoe 3-1 ,leaves the treadle 66, the in 63 immediately relocks the lever 57. T e pole changer 30 connected in the circuit 18 on this forward train will then be set in the position shown at the right hand side of Fig. 1. The projection 55 of the next follo train will encounter the guard 69 and will ai so be deflected inwardly or toward the center of the track. The lever 57; however, atthis time will occu iy 1 the following train has its polarity reversed,

I reference to the position shown by the dotted lines in at the outer side of this projection so t at the latter can pass as far as the center of the lever without touching the lever; However,

upon. reaching a point in proximity to the center of the lever 57, the shoe 31 of this side of the locomotive will depress the treadle 66 and thereby unlock the 'lever. A continued movement of the rojection 55 at this side of the locomotive cause it to engage thesurface 62 which at this time will occupy an'inclined positiomand as the pin travels along this surface itwill cause the lever 57 to be' 're-set in the position shown by thefull lines in Figs. 1 and 6. In this mannerthe pole changing switch in the signaling circuit 18 of thereb establishing a flow' of current throug the, circuits '18 on both trains.- As

the forward train traverses the track, the

' is connected in the signaling circuit 18. Of

course in case a train is travelin along the track and no impulses are receive over-either slgnahng circuit, it indicates that the track is clear. However, should a switch be open, one of the signaling circuits on the train will start simultaneouslyfrom opposite ends of' its own signaling circuits an "current supply the .be short-circuited and will thus warn the engineer of the danger. ,Should' thetrains the track section, signals will e given on'the indicator-from both trains, and m this case] eers should communicate through.

the e the te ephone connections and ive or receive ire er orders to avoid a colision. Y

A b oc signalingjis'ystem constructed in accordance with my i'iiv ntion is composed of a few simple parts'all f which, excepting the track circuit are carried by the moving or trains, and by referenceto the signa devices 'or'indicatorson'such train, the engineer or driver may ascertain with certainty precise location of a' second train which maybe within the da er zone thereof. The system is also applicab e to railroads wherein the trains move in both-directions on a single track, or where such trains follow one another moving in the same direction on the same track, each trainbei equipped with so that it isunnecessary to'eguip the roadway with stationary signals 0 though the system'embodying my invention may be used in conjunction with any existthe .g 6 the end 60 of the lever being then arran ed said signa ny n ing signal system without interference therewith. The novel switch throwing devices arrangedin the track. serve to automaticallyoperate the pole changing devices in the signaling circults on each train as'it' passes over I such devices, so that the signaling circuits on one .train are always properly connected in circuit with those on another train which happens to occupy the same track, and as the element of'human agency is eliminated in so far as the transmission of the signals is concerned, certainty in the operation of the system is insured. I

I claim as my invention i v 1. A'signal system for rallways comprising current carrying rails extending along the track, a signaling circuit adapted to be carried by a train or vehicle an having a suitable signaling device therein and. responsive to current impulses through such circuit, and means located at predetermined distances along the track for opening and closing said signalingcircuit in prearranged numbers at difierent'points along the track to actuate 'ng device to give prearranged sigi nalsto the operator of such train which wi indiiate the position of the train on said trac i 2. A signaling system for railways comprising current carrying rails extending along the track, ajsignaling circuit adapted to be carried by a train and having a suitable signaling device connected therein and responsive to currentimpulses through such clrcuit, and means arranged at suitable intervals along the track to open and close the signaling circuit in progressively varying numbers for transmittmg groups of impulses differing innumber as the tram passes over certain portions of the track, the signaling devices serving to receive such impulses and to indicate a rearrangedsignal.

3. Asigna ng system for railways coinprising current'carrying rails, one of said rails "being provided at suitable intervals along the track with insulated sections varying in number, a signaling circuit arranged on the train and having means for electrically connecting'it to said rails, and a signaling device connected in said circuit and re sponsive to impulses produced by the passage of the train over such insulated sections. 4. A signaling system for railways com-'- the beginning and end of each block section prising a track divided into block sections and varying progressively in number, a signahng circuit arranged on a train and having contact devices which travel along saidcurrent carrying rails, and .asignallng device connected in such circuit and responsive to the impulses produced by one of said contact devices passing over the insulated sections.

5. A signaling system for railways comprising current carrying rails extending along the track, a pair of signaling circuits adapted to be carried by a train or vehicle having a series of contacts and a pair of signaling devices connected in circuit therewith, the contact devices being adapted to travel along said rails, a pole changer connected in each signaling circuit for reversing the polarity of its respective contact devices relatively to the source of current supply, and means located on or adjacent to the track for automatically setting said pole changer.

6. A signaling system for railways comprising current carrying rails extending along the track, a signaling circuit adapted to be carried by a train or vehicle having a source of current supply and a signaling device connected therein, contact devices arranged to travel along said rails, a pole changer connected in the signaling circuit for reversing the polarity between the terminals of the battery therein and the contact de vices, and a device arranged on the track for alternately reversing the positions of the pole changers on trains following one another and moving in the same direction.

7. A signaling ,system for railways comprising current carrying rails extending along the track, a pair of signaling circuits adapted to be carried by each train or vehicle, each" circuit being connected to a source of current sup ly and having a signaling device connecteftherein,contact devices connected to the terminals of the respective circuits and adapted to-travel along said rails, and means for independently transmitting signals in pre-arranged groups through the respective circuits.

8. A signaling system for railways comprising tra'llic rails divided into insulated blocksections, and a pair of current conducting rails extending parallel to such trallic rails and provided with insulated sections arranged in groups of varying numbers, a

, group of such insulated. sections corresponding to each block section, a pair of signaling circuits adapted to be carried by each train, said circuits rent supply and provided with independent signaling devices, contact devices for electrically connecting said circuits to the track and conducting rails, a pole changer connected in each signaling circuit for reversing the polarity of its respective contact device, means arranged in the track for setting one of said pole changers in a given position on all trains passing in the same directions, and means ar ranged to cooperate with the other pole changer for setting the pole changers in reverse position on all trains passing such point moving in the same direction.

' A signaling system for railways comeing connected to a source of curprising current carrying rails extending along the track, a signaling circuit adapted to be carried by a train or vehicle having a suitable signaling device connected therein, contact devices arranged to cooperate with said rails, a pole changing switch for connecting said contact device to the terminals of said circuit, and a switch throwing device for said pole changer embodying a lever pivotally mounted on the track and having an incline to cooperate with an operating portion of said pole changer to reverse the )osition thereof, a device for locking said ever in either of two positions, and means carried by the train for unlocking said lever to permit the reversal of the position thereof, whereby the pole changer on a train following and moving in the same direction will remain inactive.

10. A signaling system for railways comprising current carrying rails extending along the track, a signaling circuit adapted to be carried by a train or vehicle having a suitable signaling device and a source of cur rent supply connected therein, contact shoes connected to said circuit and adapted to travel along said rails, a pole changer for reversing the polarity of said shoes with respect to said circuit, a lever pivotally mounted on the track and having an inclined surface at one end to cooperate with a part connected to said pole changer for reversing the position of the latter, said lever also having an inclined surface on the opposite end thereof to cooperate with a part connected to a pole changer on a following train to reset said operating lever, and a guard arranged in advance of said lever for setting the operating parts of the pole changers in predetermined ositions before encounterin such lever.

11. A signal system for railways comprising a current carrying rail extending along the track, a signaling circuit adapted to be carried by a train and having a suitable signaling device connected therein and responsive to current impulses through such circuit,

means on said current carrying rail for transmitting impulses through the signaling circuit on the train during the movement of the latter, one terminal of the signaling circuit being connected to one of the trallic rails, and circuit closing means operated by a switch point in the'trallic rail for short-circuiting the signaling circuit on the train when the switch point is open.

12. A signaling system for railways comprising a pair of current conducting rails both divided into insulated block sections, a signaling circuit adapted to be carried by each train and having a signaling device connected therein, contact devices connected to the terminals of the signaling circuit and adapted to be electrically connected to the respective rails, and means for transmitting prearranged groups of signals over said signaling circuit as the contact devices upon the train pass from one blocksection to another.

13. A signaling system for railways comprising a pair of current conducting rails bothivided. into insulated block-sections, a signaling circuit adapted to be carried by a train and having a signaling device connected therein, contact devices in circuit with the silgnaling circuit and adapted to be electrica y connected to the respective rails, and

' means for transmitting progressively varying as t e said contact devices grou s of signals over'said signaling circuit pass from one block section to another.

14. Asignaling system for railways coinprising a pair of current conducting rails, di-

1 vided into insulated block sections, a signal-,

ing circuit adapted to be carried bya train and having a signaling" device connected therein, contact devices connected to the respective terminals of the signaling circuit and adaptedto traverse the respective rails, and prearranged grou s' of insulating sections arranged in one 0 said rails and adapted to cooperate with the respective contact device for transmitting prearranged signals over said signaling circuit as the train passes from one block section to another. I

-15. A signaling system for railways comprising a pair of current conducting rails divided into insulated block sections, the al- --ternate, sections being electrically connected and the adjacent sections. insulated from a one another, a signalin circuit adapted to be carried by a train and aving a signaling device connected therein, contact devices connected to the respective terminals of the signaling circuit and adapted to traverse the respective rails, and means for transmitting prearranged groupsof signals over said signaling circuit as the contact devices pass from one section to another.

16. A signaling system for railways comprising a pair of current conducting rails, a

pair of signaling circuits adapted to be carried by a train, each circuit having a signaling device, pairs of contact devices connected to the terminals of the respective circuits and adapted to traverse said rails, a pole changer for each signaling circuit, a shiftable device arranged on the track for automatically setting one of said pole changers, means for locking said shiftable device in *a predetermined position, and means upon the train for automatically unlocking said device to permit a shifting movement thereof.

17. A signaling system for railways comprising a pair of trafiic rails and a pair of cur--- rent conducting-rails, said rails being divided into insulated block sections, and the current sage of the train, means for locking said operating device from movement, and means upon the train for automatically unlocking said device to permit a reversal of its position. In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses. p

JAMES T. WEST.

' Witnesses:

A.-M. PALMER, P. W. WEST. 

